Underframe for railway and other vehicles.



L. N. LLOYD.

UNDERFRAME FOR RAILWAY AND OTHER VEHICLES.

APPLICATION men 050.29. 1915.

kMUMM, v Patented Sept. 11, 1917.

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L. N. LLOYD. UNDERFRAME FOR RAILWAY AND OTHER VEHICLES.

APPLICATION FILED DEC.29. I9l5- Patented Sept. 11,' 1917.

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L. N. LLOYD. UNDERFRAME FOR RAILWAY AND OTHER VEHICLES.

APPLICATION FILED DEC.29, 19l5- Patented Sept. 11, 1917.

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LLEWELLYN NORTH LLOYD, F BOMBAY, INDIA.

UNDERFRAME FOR RAILWAY AND OTHER VEHICLES.

To all whom it may concern:

Be it known that I, LLEWELLYN NoRTH LLOYD, a subject of the King of England,

residing in Bombay, India, formerly of Rajputana, India, have invented certain new and useful Improvements in Underframes for Railway and other Vehicles, of which the following is a specification.

This invention relates to the construction of the rmderframe and related parts of vehicles intended for use on rail roads. The object of the invention is to provide a construction which shall be strong for the weight of material employed, shall be economical in construction, and shall have a favorable relation of its tare weight to its capacity.

The present invention concerns a vehicle of the type in which the principal longitudinal member is a girder disposed centrally to receive the load on the vehicle and also the principal tractive forces both positive and negative, and to transmit them to the re mainder of the vehicle. By positive and negative tractive forces are meant drawbar and buffing forces or their equivalent. The said principal longitudinal member may also be the member to which the wheels ortheir frames are directly attached.

According to one feature of the present invention the central girder is a triangulated trussed frame having its bottom chord of I beam or channel section with flanges vertical, and the top chord is so constructed out ofrolled section or sections that the cross section of the frame is in the form of a triangle, preferably equilateral. These members having vertical box struts, and diagonals in the cross-bracing thereof the struts and diagonals being for example such as are hereinafter more particularly de scribed. l

Preferably floor plates are employed which are flanged along their four edges, theitransverse flanges that is those lying athwart the vehicle lending stiffness to the flooring while the longitudinal flanges, or those on the outside edges of the plates being used as a connection to the side framing andalso to lend stiffness thereto, with the diagonals omitted for clearness. Further the plates of which the sides of the vehicle are formed may be flanged on their four edges and are so placed that the vertical flanges either wholly or partially take the place of side stanchions. whilethe top and Specification of Letters Patent. 1 Patgntagfl Sept 11 1917 Application filed. December 29, 1915.

Serial No. 69,150.

bottom horizontal flanges either wholly or partially take the place of the coping angle and side sills respectively. Moreover if so desired the said floor and side plates may be flanged in one direction only, or may be of triangular shape, flanged on their edges the diagonal flanges thus formed being utilized to carry such shear stresses as may be induced in the said members.

The floor plates are secured to the upper chord of the central longitudinal member, and are so constructed, and connected as to constitute a floor smooth on its upper face, but flanged with downwardly extended flanges, the roots whereof are at its lower face, while the side plates are so constructed as to be smooth on the inside,with flanges extending outward, the roots whereof are in the outer face. In this connection it may be stated that the application of flanged floor and side plates although herein described in connection with a vehicle having a trussed underframe, they may be employed with advantage to other types of vehicles, and will provide a construction which shall be strong for the Weight of material employed, shall be economical in construction and shall have a favorable relation of its tare weight to its capacity.

One embodiment of this invention as applied to an open railway car is hereinafter described with reference to the accompany ing drawings. In these drawings Figure 1 is a side elevation in part section of the vehicle body;

Fig. 2 is a vertical longitudinal section on the line IIII of a portion of the body illustrating details to a larger scale than that of Fig. 1;

Fig. 3 is a transverse section on the line IIIIII of Fig. 2.

Fig. at is a plan of thebody,

Fig. 5 is a transverse sectional view through the car at a point adjacent to the truck centers, or what might be termed the truck bolster.

The precise nature of my invention will be best understood by reference to the accompanying drawings, in which I have shown one embodiment of my invention, it being premised, however, that various changes may be made in the details of construction of the various parts, without departing from the spirit and scope of my invention as defined in the appended claims.

The underframe of the car comprises a main or center sill having an upper chord formed of two members A, and a lower chord B. The upper chord members extend parallel to each other throughout the major portion of the length of the car, the ends being bent toward each other from a point adjacent to what might be termed the truck bolsters to the ends of the car, as indicated at L in Fig. at. The bottom chord extends parallel to the top chord for the major portion of its length, but extends upwardly toward the upper chord from a point adjacent to the truck centers or what might be termed the truck bolster, and then extends parallel to the upper chord from the truck center to the end of the car. Throughout the body of the car the chord members A which are widely separated from each other are connected to the bottom chord B by means of triangular struts C. These members are also connected to each other at the truck centers by means of struts G, a reinforce strap K,

and a truck center bolt plate K. I The ends of the members A of the upper chord are connected to flanges 7' of the bracket J while the outer end of the lower chord B is connected to a flange j extending from the bracket J, so that the outer ends of the chord members are connected to each other by means of the bracket J. The body of the center sill is braced by means of diagonals D. These diagonals are connected to the lower chord B, as well as to the top chord members A, between the struts C, and which struts C, together with what might be termed the truck bolsters, divide the car into a plurality of panels. The diagonals D extend upwardly and outwardly from the bottom chord B to the upper chord members A from both the longitudinal center of the sill as well as the transverse center of the sill,

so that the diagonals on one end of the car are diametrically opposed to the diagonals at the other end of the car.

The body of the car is formed of side and end plates F, and bottom plates G, the side plates F and the bottom plates G being approximately the same width, and extending over each of the panel sections. The bottom plates G are provided with downwardly extending flanges at the four edges thereof, the adjacent flanges G of adjacent floor plates which extend transversely of the car are secured to each other to form transverse braces for the car. Connected to each of the struts C by means of rivets c are transverse brace members E, which extendupwardly and outwardly at their ends and may be secured in any desired manner to the flanges Gr ofthe floor plates.

The side plates F are provided with laterally extending fianges F at their lower ends which are connected to the braces E. The longitudinal flanges H of the floor plates Gr are connected to the body portions of the side plates F. The side plates F are also provided with vertical flanges at their edges, the vertical flanges of adjacent plates being secured to each other to form stakes for the car body. The end plates are also provided with similar vertical flanges which are secured to each other for forming braces for the ends of the car. These vertical flanges form the braces for the sides and ends of the car at all points with the exception where door openings are provided, and in which. case auxiliary reinforces may be used.

The upper ends of each of the side and end plates F are also flanged outwardly as indicated at F, in order to form a coping for the sides and ends.

The advantages of my invention result from the provision of a car having a center or main sill which is triangular in cross section throughout the major portion of the body thereof, and which is so braced'bymeans of the diagonals which extend upwardly and outwardly, that a very strong structure can be built with the minimum amount of material, and which is arranged to resist pulling and bufling stresses caused by the load in the car. i

Another advantageresults from the provlsion of constructing a car inpanel sections, so that the various members of each section may be riveted to each other at the junc tions, and thereby reduce the number of rivets and the time in construction.

In the drawings I have shown one form of railway car constructed in accordance wlth my invention, and it will be readily understood by those familiar with the art that different types of railway cars,- as well as other vehicles, may be constructed in this manner.

I claim: a

1. A car frame,- comprising a center sill of approximately triangular cross section, said sill having topand bottom chords, strut members, and upwardly and outwardly ex- 1 0 tending diagonals connecting the bottom chord to the upper chord; substantially as described.

2.- A car frame,comprising a centersill of approximately triangular cross section, 115 said slllhaving top and bottom chords, strut members, and diagonals connecting the bot tom and top chords to each other, said diagonals extending upwardly and outwardlv from the center of the car; substantially as 120 described. a

I 3. car frame of the character described, comprislng a main or center sill of approximately triangular cross section throughout the ma or portion thereof, said sill having 125 upper and lower chord members, triangular the sides thereof, floor plates having downwardly extending flanges secured to each other, and diagonal braces between the strut members connecting the upper chord to the lower chord, said diagonals extending at an angle to a longitudinalcenter line through the car, as well as at an angle to the floor of the car; substantially as described.

4. A main sill for a car having upper and lower chord members, said sill being of approximately triangular cross section throughout the major portion of its length,

the upper chord being formed of Z-bars with their webs lying in vertical planes, the lower member being formed of a channel section with its web in a horizontal plane and its flanges extending upwardly, triangular strut members connecting the top chord members to the bottom chord member, diagonals connecting the bottom chord to the upper chord, said diagonals extending at an angle to a longitudinal center line through the sill and at an angle to the planes of the chords, the ends of the bottom chord being bent upwardly toward the top cord, the ends of the members forming the top chord being bent toward each other at their ends, and a bracket connecting the ends of the menibers of the top chord and the end of the bottom chord; substantially as described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

LLEWELLYN NORTH LLOYD.

topics of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

